Electrical ignition system for internal-combustion engines.



O. HEINS & O. M. WILD.

ELECTRICAL IGNITION SYSTEM FOR INTERNAL COMBUSTION ENGINES.

APPLIOATION FILED MARIO, 1913.

1,130,729, Patented Mar.9,1915.

2 SHEETS-$111131 1.

130 WITNESSES Z9 7.9

' 73 a/weefaj zi ATTOHNE V 0. HEINS & G. M. WILD. ELECTRICAL IGNITION SYSTEM FOR INTERNAL COMBUSTION ENGINES. ,y I APPLICATION FILED MABJQ, 1913. ,1 30,729, Patented'Mar. 9, 1915.

2 SHEETS-SHBET 2- wmvzss s I v m ENTORJ UNrrEio STATES PATENT @FEICE o'r'ro HEINS, OF EDGEWATER, NEW JERSEY, AND CHARLES M. WILD, or SPRINGFIELD, MASSACHUSETTS, sssmnoas T0 BOSCH MAGNETO COMPANY, OF NEW YORK, N. 1.,

A CORPORATION OF NEW YORK.

ELECTRICAL IGNITION SYSTEM FOR INTERNAL-COMBUSTION ENGINES.

T all whom it may concern:

Be it known that we, OTTO Hams, a subject of the Emperor of Germany, residing in the town of Edgewater, county of Bergen, and State of New Jersey, and CHARLES M. \VILD, a subject of the Emperor of Germany, residing at No. 14 Springfield street, Springfield, county of Hampden, and State of Massachusetts, have invented certain new and useful Improvements in Electrical Ignition Systems for Internal-Combustion Engines; and we do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the artto which it appertains to make and use the same.

"I he present invention relates to electric ignition systems for internal combustion engines, and more particularly to an auxiliary supply of electric current and connections for supplementing the service gen.- erator provided for ignition during normal running,.in order to start the engine from .1 rest without cranking when combustible mixture is present in a cylinder of the engine.

In systems employing a single generator for furnishing ignition currents, difliculties arise in starting the engine due to the fact that only above a certain speed of rotation does the generator supply a voltage of the alue required to produce sparks capable of effecting satisfactory ignition. Inasmuch as it is essential that the generator be positively connected to the engine at alltimes,

vi0lent cranking is always necessary to start the engine whether combustible gas is present in the cylinder or not, and even then the effectiveness of the ignition depends upon how quickly the crank of the engine is turned. 7

To avoid cranking in starting the engine when combustible gas is present in a cylinder, it has been proposed to discharge the current from a battery through a cummutator into the winding of a service magneto, where it is transformed into a current suitable for ignition. However. this arrangement requires a battery of comparatively large current capacity and one' in good condition in order to produce satisfactory sparking, and, furthermore, if the battery should remain connected to the ignition circuit it becomes exhausted -very Specification of Letters Fatent.

Patented Mar. 9, 1915.

quickly and renders the starting ignition means unreliable and often inoperative. So also the commutator required in these arrangements introduces some difficulty in operation and necessitates a departure from the standard formof machine.

It has also been proposed to produce ignition currents suitable for starting the engine when combustible mixture is present in a cylinder, by a separate battery and ignition 0011, using either the same or a different set of spark plugs, but in this case also a battory of comparatively large current capacity is required and it must be in good condition for reliable operation. Furthermore, much care must be exercised in switching ofi the battery as soon as the service ignition begins because ignition may then occur at undesired periods.

It has also beenproposed to use a starting I which the service magneto is connected.

However, in this case the starting magneto must necessarily be of compa -at'ively large size to generate a satisfactory sparking voltage at the speed at which it is usually turned, and if'it is operated when the service generator produces ignition current, it may interferewith the normal operation of the engine.

ln accordance with this invention, the objections of the former arrangements of this kind are eliminated by employing a service ignition current generator without a commutator, in combination with an auxiliary supply of current, preferably of comparatively high periodicity, and electrically connected to the service generator in such manner as to produce therein a suitable ignition current for distribution-to that engine cylinder selected by the distributer, whether the mechanical interrupter isopen or closed, and whether the engine is at rest or is running at any speed. As is well known, the voltage generated in a winding depends upon the time rate of change of the current flowing therein, and therefore upon its amplitude and periodicity. Thus a suitable sparking voltage may be produced by a comparatively small current provided that the periodicity of the current is sufficiently high, and we have taken advantage of this fact in the preferred form of our invention to bring about the generation .of a satisfactory sparking voltage in the service generator when the engine is at rest by supplying it witha comparatively small current at a high eriodicity, thereby necessitating an auxiliary source of comparatively small current capacity, either in the form of a small ignition current generator adapted to be. rotated at comparatively high speed to produce a current of comparatively high periodicity, 01"111 the form of any other suitable source either aloneor combined with means for effecting the comparatively high periodicity desired, the essential conditions being that the current discharged into the service generator should have a periodicity of the value required. By this arrangement, we have found in actual working of this 7 system in application to several types of automobiles, that the current required in starting is considerably less than that required with the former systemsfor this purpose.

The periodicity of thecurrent discharged into the service generator is, in accordance with the preferred form of our. invention, of such value that the voltage generated thereby in the service generator is greater than the periodicity of the voltage generated as a result of the rotation of the service generator at normal speed, so that in the period during which the voltage generated by the rotation of the generator is conducted to a spark plug to generate a spark thereat, the voltage generated in the generator by the discharge from the auxiliary source rises and falls one or more times. In this way, there is always one or more instants during each period of ignition wherein the resultant of these two voltages at the spark plug is sufficient to generate a satisfactory spark, whether the engine is at rest, or is starting, orvis running at full speed. From this it is apparent that the auxiliary source may remain connected to the service generator after ignition currents are being produced thereby, without interfering with the operation of the engine at any speed at which it may be running. I

It is customary in standard ignition systems to extend the contacts around a comparatively large part of a circumference of the distributor, approximately 270, so that 55 there is but a small range in which one or the other of the spark plugs is not connected to the service generator. Moreover, the distributer is set so that this small range coincides with those portions of the engine cycle a in which there is but little likelihood for the engine to stop. Nevertheless, the engine may still have to be started sometimes from that position of rest at which the mechanical interrupter for the service generator is open, and sometimes when it is closed. In accordance with our invention, we overcome this difficulty of not being able to start the engine from all positions at which this me come to rest. It is desirable to point out in this connection that the arrangement is always such that compressed combustible mixture is present in that cylinder selected by the distributer. .Therefore,'if the combustible mixture remains there until the engine is to be started again, or if fresh com bustible mixture is supplied to that cylinder at or before the time of starting, the ignition system disclosed in the preferred form of our invention will be eifective to start the engine under practically all operating conditions, without any disadvantage resulting from failure to disconnect the auxiliary source after the engine has started, while the current capacity of the auxiliary supply required is low as compared with previous systems of'this kind.

The operating device and the control therefor for the auxiliary supply ofcurrent are, in the case of automobiles, preferably installed on the dash board within easy. reach of the operator seated in the car.

In the accompanying drawings illustrating the preferred form of our invention and a modification thereof, Figure 1 represents the ignition system wherein the auxiliary supply of current of high periodicity is obtained from an ignition current generator, and wherein the current can be discharged into the service generator for starting the ignition in a four-cylinder engine, as an example, only when the mechanical interrupter is open; and Fig. 2 represents a like ignition system excepting that the electrical connections between the auxiliary supply and the service generator are such that the auxiliary current can be discharged into the service generator irrespective of the position of the interrupter contacts.

Referring to Fig; 1, the four cylinders, 1, 2, 3 and 4 of the internal combustion en-v gine are provided with separate spark plugs 1, 2 3 and at connected to the individual conducting segments 1', 2", 3 and 4 of the distributor, the brush 5 of which is rotated by the engine at the proper speeds through suitable gearing (not shown). The service generator 6 is of the well known magneto type having a primary winding 7 and a secondary winding 8. One terminal of the primary winding is connected to ground wire 9, which is also connected to the grounded electrodes of the spark plugs through the engine cylinders. The other terminal of the primary winding is onnected to one terminal of the secondary winding and also by way of the conducting strip 10 and a conductor 11 to the button 12 mounted on the interrupter part which carries the interrupter contact 13. The other terminal of the secondary winding is connected to the slip ring 14 against which the brush 15 presses to conduct the secondary current to the rotatable brush 5 of the distributer by way of the conductor 16. The mechanical interrupter 17 is of the well known type comprising a disk fastened on the shaft of the generator 6 so as to rotate therewith, the disk carrying the relatively stationary interrupter contact 13 and the movable interrupter contact 18 mounted on a lever which is periodically deflected by the normally stationary cams to separate the interrupter contacts 13, 18. The auxiliary supply of current in this case consists of a small generator 19 of the magneto type having a winding 20, one terminal of which is connected through the brush 21 and conductor 22 to the terminal 23 of the switch 24 and also to the ground Wire'9, while the other terminal is connected through the inter rupter contacts of the mechanical interrupter 45, which is mounted on the armature 19 so as to rotate therewith, and through the sliding contact 46 to the terminal 26 of the switch. The winding 20 of the auxiliary generator 19 is adapted to be rotated by a spring motor 27 through the high speed gearing 28, 29 when the clutch members 31 are disengaged by pressing the button 30. However, when the button 30 is not depressed, the gear 28 is held fast by reason of the engagement of the pin 32 in the square opening 33 of the frame. The normal actuation of the motor 27 rotates the primary winding 20 at such speed that the periodicity of the current produced therein is of a high value compared with the periodicity of the current produced upon rotation of the service generator at the normal run ning speed of the engine. The p'ivot terminal 34 of the switch is connected through the conductor 35 and a sliding contact to the button 12 of the mechanical interrupter 17. The

- terminal 36-; of the switch is disconnected.

The spring motor 27 may be wound up by turning the gear 29 by means of a key (not shown) adapted to engage the stem 38, and a governor may be provided to regulate the speed effected by the spring, if required. The condenser 37 is shunted across the interrupter contacts 13, 18 of the mechanical interrupter 17 and the condenser 73 is shunted across the interrupter contacts of the mechanical interrupter 45, in the usual way. The condenser 37 is shunted around the interrupter contacts 13, is in the usual way, and the condenser 73 is likewise shunted around the contacts of the mechanical interrupter 45.

The method of operation of the ignition system shown in Fig. 1 will now be described. If the engine is to be started from rest, the interrupter contacts 13, 18 being separated, the lever of switch 24 is brought to contact 26 and the spring motor is released by depressing the button 30. The winding 20 is then rotated at a high speed and the current of high periodicity produced therein is conducted to the button 12 of the mechanical interrupter and thence into the primary Winding 7. A voltage suitable for generating sparks at the spark plug selected by the distributer brush 5 is generated in the secondary winding 8 of the service generator when the contacts of the mechanical interrupter 45 periodically open, so that the combustible gas present in that cylinder is ignited and the engine started. lVhen the engine reaches the speed necessary to drive the service generator 6 at a rate sufficiently high to generate suitable sparking voltages in the secondary winding as a result of rotation alone, the auxiliary generator 19 may be stopped by releasing the button 30. However, if the auxiliary generator is not stopped at that time, the resultant of the voltage produced in the secondary winding ofthe service generator due torotation and the voltage produced therein by the current supplied from the starting generator, will have a value during some portion of 17 each period of interruption of the mechanical interrupter 18 to generate a spark at the corresponding spark plug, irrespective of the speed of the engine, so that the sparks produced will be satisfactory for ignition even if the starting generator colitmues to operate after this time. The current produced by the starting generator need only be of a comparatively small value, since the periodicity thereof is comparatively high. (7f course, combustible gas must be present in the cylinder in order to start the engine, and this may be brought about in any suitable way, if the combustible gas which was present in that cylinder before the engine came to rest has leaked away or become unsuitable for proper combustion. Y

At any time after the engine is running at normal speed, the lever of switch 24 may be turned to contact 36, thereby disconnecting the auxiliary supply and allowing the service generator alone to generate the sparking voltages. By turning the switch lever to the contact 23, the ignition ceases and the engine comes to rest. However, if

the interrupter contacts of the mechanical interrupter 17 are closed, it is impossible to start the engine with the arrangement shown in Fig. 1 for the reason that the current supplied by the auxiliary generator will be diverted from'the primary winding of the service generator through the interrupter contacts 13, 18 to. the ground wire 9.

The arrangement shown in Fig. 2 includes a service generator 6 having a primary winding 7-and a secondary winding 8, wherein the secondary winding is connected .by the conductor 16 to the distrib'uter brush 5 for distributing the sparking voltages to the spark plugs l, 2, 3 and 4 in the engine cylinders 1, 2, 3 and 4, as in Fig. 1. The auxiliary generator 40 in this case is shown, by way of example, as driven by hand from the handle 41, while the'speed raising gearing 42, 43 is suchthat at the speed at which the handle would customarily be turned by the operator, the periodicity of the current produced in the winding 44 is of the high value required in thepreferred method of operation hereinbefore referred to. The

mechanical interrupter 45, with the condenser 73 shunted across the interrupter contacts thereof, is connected to the winding 44 of the auxiliary generator in the same way as in Fig. 1.

The electrical connections between the auxiliary supply and the service generator comprise a novel arrangement whereby the 1'0, and also through the sliding contact and 2 will now be described.: \Vhen it is desired the'conductor 52 to the switch contacts 53 and 54. The brush 51 is connected by the conductor 56 to the switch contact 57. One terminal of the winding 44 of the auxiliary generator is connected through a slip-ring and the brush 58 and conductor 59 to the switch contact 60, while the other terminal of the winding 44 is connected through the mechanical interrupter 45 and the conductor 61 to the switch contacts 62. The remaining switch contact 63 is connected to the ground wire 9 byway of the conductor 64. The switch lever 65 carries two plates 66 and 67, each being arranged to electrically connect the respective pairs of switch contacts, as shown, while the spring 68tends to force the'switch lever to the dotted position against the pin 69. The operating 'handle 41 of the auxiliary generator slides loosely through the hub of gear 42 until it occupies the position shown, whereupon the two have driving engagement, while the end 7 0 holds the switch lever 66 in the position indicated by the full lines.

The operation of the arrangement of Fig.

' to start the engine from rest, the interrupter contacts 60 and 54 and button 49 into. the

primary winding 7 and thence through the ground wire 9, switchcontacts 63 and 62 to the mechanical interrupter 45 and thence back to the other terminal of the winding 44 of the auxiliary generator; thereby avoiding the interrupter contacts 71, 72 of the mechanical interrupter 48. The winding 44 is then rotated and sparking voltages occur at the spark plugs selected by the distributer. When the engine starts, the sparking J voltages appearing at the spark plugs result from the voltage generated in the service generator due to its rotation and the voltage generated therein due to the auxiliary supply of current, the two voltages coinciding in direction at some part of each ignition period. to generate satisfactory sparks at these times. As soon as the engine has reached normal speed the operation of the auxiliary generator may be discontinued,

the driving handle 41 being withdrawn while the switch lever 66 is forced by the spring 68 to the position shown in dotted lines. The primary winding 70f the service generator is thereupon connected in serieswith the interrupter contacts 71, 72 through the switch contacts 53, 57, and the auxiliary supply is thereby disconnected. The ignition system then operates in. the usual manner. The ignition may be cut off from the engine by inserting the driving handle 41, but without operating it, so that the primary winding of the service generator is continually connected to the auxiliary gen erator. The engine may be brought to rest in this way.

Having thus described our invention, what we claim is: I

1. In an electrical ignitionsystem for igniting the combustiblegases in an internal combustion engine, a service generator havconnections for conducting the auxiliary supply of fluctuating current into the pri mary winding to generate sparking voltages in the secondary winding when the'engine is at rest; substantially as described.

2. In an electrical ignition system for igniting the combustible gases in an internal combustion engine;'a service generator positively connected tothe engine for furnishmg sparking voltages thereto during running, an auxiliary generator having driving means independent of the engine for producing current in the auxiliary generator,

and electrical connections for conducting the current from the auxiliary generator into the winding of the service generator to generate sparking voltages therein when the,

engine is at rest; substantially as described.

8. In an electrical ignition system for igniting combustible gases in an internal combustion engine, a service generator positively connected to the engine for furnishing sparking voltages thereto during running, an .auxiliary supply of current comorisin an auxiliar enerator havin driving means independent of the engine and a mechanical interrupter electrically connected to theauxiliary generator, and electrical connections; for conducting the auxiliary supply of current into the Winding of the service generator to generate sparking voltages therein'when the engine is at rest; substantially as described.

' l. In an electrical ignition system for igniting "the combustible gases in an internal combustion engine, a service magneto posi-' tively connected to the engine for furnishing sparking voltages thereto during running, an auxiliary supply of current comprising an auxiliary magneto having driving means independent of the engine and designed to produce a periodicity of the auxiliary current of a value which is high compared with that produced by the service magneto at normal running speed, and electrical connections for conducting the auxil- I mary and secondary windings, an auxiliary supply of current, a mechanical interrupter driven from the engine and electrically connected,to the primary winding of the service generator, electrical connections arranged to conduct the auxiliary supply of current into the primary winding when the interrupter contacts of the mechanical interrupter are separated, and a supplementary switchand electrical connections ar-- ranged to eflect theflow of the auxiliary supply of current into the primary winding of the service generator when the interrupter contacts are in engagement; substantially as described.

6. In an electrical ignition system for igniting the combustible gases in an internal combustion engine, a service generator having rotatable primary and secondary windings wherein the generator is positively connected to the engine for furnishing sparking voltages I thereto from the secondary winding during running, an auxiliary supply of current, a mechanical interrupter driven from the engine'and having coiiperative contactsyand a switch and electrical connections arranged in such manner that 4 when the switch is in one position the auxil- I iary supply of current is conducted into the primary winding irrespective of the position of the cooperative contacts, and when the switch is in another position the auxiliary supply is disconnected from the primary winding while the coiiperative contacts periodically open and close the circuit of the primary winding to generate sparking voltages in the secondary winding when the engine is running at normal speed; substantially as described.

7 In an electrical ignition system for igniting the combustible gases in an internal combustiomengine, a service generator for supplying sparking voltages to the engine at normal speed, an auxiliary generator for supplying the service generator with current during starting of the engine, a switch arranged to connect the auxiliary generator to the service generator at one position and to disconnect the auxiliary generator from the service generator at another position, and driving means erator arranged to force the switch to that for the auxiliary genposition at which it connects the auxiliary generator to the service generator; substantially as described. I

In testimony whereof we aflix our signatures, in presence of two witnesses.

or'ro HEINS, CHARLES M. WILD.

Witnesses for Heins:

Ronr LINDENHAYZ, JASON R. WESTERFIELD. Witnesses for Wild:

GUY AnsMUs, B. SOHABARUM'. 

